Slack adjuster



W. H.'SAUVAGE.

SLACK ADJUSTER.

APPLICATION FILED SEPT. 25, I918. 41 1 72; Patented Apr. 4, 1922.

4 SHEETS-SHEET h 146/7. awk y W. H. SAUVAGE.

SLACK ADJUSTER.

APPLICATION FILED SEPT. 25, 1918.

Patented A r. 4, 1922.

4 SHEETS-SHEET 2.

w. H. SAUV AGE. SLACK ADJUSTER.

APPLICATION FILED SEPT. 25, I918- .Pabentefl Apr. 4, 1922.

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arm 14 W. H. SAUVAGE.

SLACK ADJUSTER.

APPLICATION FILED SEPT. 25, IQIB- 1,41 1,872, Patented Apr. 4, 1922.

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W z M/ijaal ajc Cir WILLIAM H. SAUVACTE, O1? FL-USHING, NEV] YORK, ASSIG-NOR,

BY MESNE ASSIGN- MENTS, TO GOULD COUPLER COMPANY, OF NE?! YORK, Y.

SLACK ADJUSTER.

.Applieation filed September 25, 1918.

To (all to 710m it may concern Be it known that I, VVILLIAM H. Sauvaon, a citizen of the United States of America, residing at Flushing, Long Island in the county of Queens and State of New York, have invented certain new and useful Iniproveinents in Slack Adjusters, of which the "following is a specification.

This invention relates to what is known as railway slack adjusters and more particularly to automatic slack adjusters particularly designed for taking up the excess slack in the brake rigging oi railway vehicles.

One or the objects of the present invention is to provide a simple and practical automatic slack adjuster especially adaptable to the foundation brake rigging of railway cars altl'iough with slight modification variOus features are applicable to other locations as well. Another object is to provide a slack adjuster of the above general character adapted automatically to take up all of the slack on excess travel of brake rigging during a single application of the brakes in contradistinction to devices now in use in which the slack is taken up on release of the brakes or only partially taken up on each application of the brakes. A further object is to provide a mechanism of the last above mentioned character having relatively few parts which may be inexpensively manufactured, assembled and, installed with the brake rigging now employed without exten sive alterations and unnecessary trouble. A further object is to provide a device oi? the last above mentioned character adapted to movide uniform piston travel at all times.

Other objects will be in part obvious ironi the annexed drawings and in part indicated in connection tliicrewith by the following analysis of this invention.

This invention accordingly consists in the features oi construction. coinbii'iation v oi Specification of Letters Patent.

proportioning Patented Apr. 4, Serial No. 255,670.

I Figure 2 is an enlarged detail partial sectional view of substantiallv the parts of the mechanism shown in Fig. 1 a modified form of bypass being shown;

F1gures 8 and i are views similar to Fig. 1 showing sl ght-modifications capable of easy application to the brake rigging now 1n use;

F gure is a detail sectional view oi? a modified cylinder.

Referring now to the drawings in detail, and more particularly to Figs. 1 and 2. a main power cylinder 10 of well known coustructlon is positioned centrally beneath the car floor and comprises a piston head 11 and piston rod 12, the latter being connected at one end 13 to a live lever lat the opposite end 15 of which lever is connected by means of pull rod 16 with the brake rigging on one truck. At a point 17 about one-third oi the distance from the pivotal connection 13 of the piston rod is attached a pull rod or tie rod 18, the opposite end 01'? which is connected at 20 to a cylinder or lead lever 21 at a distance slightly nearer to its center the purpose of which will be hereinafter more fully explained' llhis cylinder lever 21 has one endQrZ connected with a pull rod 23 extending to the other truck brake rigging at the opposite end of the car, while the other end 24 oi the cylinder-lever 2i is trunnioned on opposite sides ot a casing or housing 25 containing both temporary and permanent take up and holding mechanisms, hereinafter described more in detail and. shown in Fig. 2. The live lever 1% may beactuated by the hand brake mechanism operating through pull rod 26 and chain 27 connected therewith adjacent its point 01'? connection 13 with the piston rod oi? the power cylinder. if desired a it any time. Both levers have their tree or outer ends supported in U-shaped guides 28 suspended from the car floor.

This entire mechanism, broad l3 speaking, is substantially the same as that now eiu ployed on railway cars, except that the end.

:24: of the cylinder lever is permanently connected to relatively lined or manually ad justable support instead of being connected to the take up mechanism, as herein shown. Referring now to Fig. 52, it will be seen that the main power cylinder 10 is provided with a supplemental or auxiliary cylinder 3 immediately in the rear thereof. This cyi:

inder is shown as a separate part but may be made integral as indicated in Fig. 5 and is rovided with a piston 31 preferably slig tly larger than the piston 11 in the main power cylinder 10 when the length of the arms of the live and dead levers is equal. The rear end oi? this auxiliary or slack adjuster cylinder is connected by means of a by-pass 32 of any desired type either as shown in Fig. 1 or formed in the cylinder wall, Fig. 2 with a port in the main power cylinder 10 positioned according to the extent of piston travel desired. This is usually about six'or seven inches from the rear end 34 of the power cylinder or that adjacent the auxiliary cylinder. This wall is provided with an opening 35 at which point a triple valve (not shown) is C IInected for the purpose of controlling the supply of air to and from the power cylinder in the usual manner.

7 The piston 31 is provided with a piston rod 36 extending through the end wall of the cylinder and into a suitable guide box 37, the free end of which rod is adapted to act against a compression return spring 38. closely adjacent and parallel to the piston rod 36 is a combined guide and adjusting rod 40 secured at one end in the end wall of the auxiliary cylinder 30 and having its opposite end supported in the casing 37,. the

. relative position of which may be adjusted by means of lock nut 41.

The housing 25 contains the permanent and temporary take up and holding mechanisms and is preferably divided into twoparts 42 and 43. shownin Fig. 2, or that adjacent the trunnion connection 24 with the dead lever 21 contains a plurality of dogs 44 each having an opening with case hardened edges through which the piston rod 36 is adapted to pass. These dogs are normally held in canted position by means of a spiral spring 45, as shown in Fig. 2 of the drawings. Other forms of holding means may be sub stituted, if desired. but it is found that these holding dogs provided with holes through which the piston rod passes are more satisfactory.

The upper part 43 of the casing is also provided with a plurality of dogs 46 similar to those above described but occupying a relative vertical position, their ends being held in a tapered portion 47;, Fig. 1, similar to that of the adjacent chamber and shown at the bottom of Fig. 2 and indicated at 48. These dogs are also held in canted position by means of a spiral spring 50 about the stationary guide rod 40.

The operation of this mechanism is substantially as follows: hen air is admitted into the cylinder 10 through the triple valve port 35 the main power piston 11, moves towards the left and the brakes are applied The lower part- 42, as

through the live and dead levers in a well known manner. However, if the normal piston travel is exceeded, then the port is uncovered by the rear edge of the piston 11 and air is admitted through the by-pass 32 to the auxiliary cylinder 30 to the back of the piston head 31. As this piston is slightly larger than the piston. 11, it will move rela tively towards the right under the same pressure, together with the slack adjuster casing 25 to compress the spring 38 in the support 37, thus taking up all of the slack' during the application of the brakes and insuring uniform piston travel at the same time. The casing 25 will slide freely along the guide rod 40. lVhen the air is exhausted out of the cylinders 10 and 30 to the atmosphere through the triple valve port, the pistons 11 and 31 through the action of the usual return springs go into full release position. However, the two dogs 46 will grip the rod 40 and hold the casing or housing 25 relatively stationary in its newl adjusted position. The piston rod 36 is ree to move towards the left through the dogs 44 under the action of the release spring 38.

Fig. 1 shows thegeneral arrangement of the brake rigging and attention is directed to the proportions previously stated and the slight difference in the dimensions of pistons and points of connection of the rod 18'with the live and dead levers when the brakes are applied. Now should there be an excess movement of the piston 11 to exceed the predetermined travel thereby uncovering the port 33 and allowing the air to get into the slack adjuster piston chamber behind the piston 31, then owing to the greater leverage and power of this piston 31 and its connections with the dead lever the piston 11 will be forced back towards the right until it again covers port 33 thus preventing any further air getting in behind the slack adjuster piston 31. In that event, piston 31 and rod 36 cease to move to the right. lVhen the brakes are released and the air exhausts to the atmosphere both pistons go to full release positions,,and leave the slack adjuster casing 25 set to the right to the same extent that the piston 11 exceeded the normal travel when the air pressure was in the cylinder. Thus any material excess travel of the main power piston is positively prevented at all times. This object may be ac complished in several ways, that is by having the pistons of the same sizeand the levers difi'erently proportioned as shown in Fig. 1, or the pistons of difi'erent size and the leversdiiferently proportioned as shown in Fig. 3. r

On the next application of the brakes the piston 11 will probably not go beyond port and no air will be admitted into the slack adjuster chamber until the brake shoes and wheels wear to an extent allowing the piston 11 to exceed its normal travel and again uncover the port 33. Under such circumstances, of course, this piston will be forced back to its predetermined travel by the action. of piston 31 and push rod 18 so that at no time in regular service will the piston 11 materially exceed its normal travel.

hen it is desired to. restore the slack adjuster to normal position after long use as when replacing worn shoes, it is only necessary to release an unlocking handle 49 by movement towards the left. This handle moves in a slot 51 and aligns the three main holding dogs let on piston. rod. 36 and the two adjusting rod dogs 46 in casing 25. That is. all the dogs will be moved to a right angle position with respect to the rods 36 and e0, thus unlocking the same and allowing the slack adjuster casing to go into full release position. It is thus seen that on application of brakes, it the main piston exceeds its predetermined travel, it will automatically be adjusted while the brakes are being applied to the predetermined piston travel.

The construction shown in 3, is substantially the same as that above indicated, except that it is perhaps more suitable to certain types of brake rigging now in general use. The slack adjuster mechanism is separately mounted on a pair of independent brackets and comprises a piston 53 of slightly larger diameter than the piston in the main power cylinder 10. The dead lever 21 is connectedin substantially the same manner and proportions previously stated with a tie rod 18. The pull rod 23 connects one end, with the truck brake rigging and the take up and holding mechanism is located in a similar casing at the opposite end where it is associated with the piston rod 54 of the piston Adjacent the piston rod is a guide rod with which the temporary take up and holding dogs coact. A return spring 56 acts directly on the piston 53. The operation oi? this device is about the same as that above described, and it is believed unnecessary to repeat.

The construction shown in Fig. 4 is in principle substantially the same as that shown in Fig. 1 or Fig. 3. In this case the power cylinder 10 is of standard construc tion provided with the piston 12, the live and dead cylinder levers let and 21. the latter of which is provided with atemporary'and permanent take up and holding means with in a casing all as previously described. In this form as in Fig. $3, a separate auxiliary power cylinder 60 is connected with the main power cylinder by by-pass 61. Both cylinders are secured to theunder side of the car floor or framing and the piston 62 is provided with a yoke (33 extending there'- about and connected by means of rod 64 with the power cylinder 10. This rod 64.- rests loosely in a pocket 65 in the end wall of the cylinder 10 whereby it may have a relative movement with respect thereto. An adjusting rod 6 extends parallel to the rod 64 and the housing 25 is provided with temporary and permanent take up and holding means similar to that shown in Fig. 2 adapted to coact withthese rods.

In operation, if the normal piston stroke in the power cylinder 10 uncovers the port leading to the by-pass 61 then air is admitted to the cylinder 60 which causes its piston 62 with yoke (53 to move relatively to ards the right carrying the rod 6 1 and holding casing 25 therewith. Thus, taking up the slack during the application of the brakes and insuring uniform piston travel and preventing material excess movement. hen the brakes are released the holding dogs coact with the adjusting rod 66 and cause a relative movement of the casing 25 within the rod 64; equal to the excess travel.

' In Fig. 5, there is shown a modified form of cylinder 70 which is preferably made in one piece with the exception of the end walls 71. and 72. The main piston 73 travels in the right-hand portion, while an auxiliary piston 74 is housed in the left hand chamber. It will be noted thatthese chambers are separated by a dividing wall75 provided. with a port 7 6 and a valve 77 adapted to normally close the port 76, except when. the piston 7 exceeds its normal travel towards the right. A light spring 78 and the air pressure normally keeps the valve 77 closed, but when its travel is such as to cause head 80 of valve tem. 81 to coact with the base of the pocket in which the spring 7 8 is housed, then the valve 77 will be moved from its seat and allow air entering through the triple valve port 82 to pass through the port 76 to operate the piston 74. These parts are of course connected in the manner shown in Figs. 1 and 2 and a further description of the operation is believed to be unnecessary.

From the above, it will be seen that the present mechanisms are particularly adaptcd for the foundation brake rigging oi. railway cars now in use and maybe applied thereto without material alterations or unuecessary expense. These types of slack adjuster insure uniform piston travel under all circumstances and positively and delinitely take up all.the excess slack or false motion of the brake rigging during each application of the brakes in contradistinction to the taking up of the slack as the brakes are released. after theoperation, thus making the mechanism as a whole more reliable and ellicient;

lVithout further a iialvsis, the foregoing will so fully reveal the gist of this inveiition that others can by applying current knowledge readily adapt it for various applica tions without omitting certain features that,

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from the Sttll'ldl'JOillt of the prior art, fairly constitute essential characteristics of the generic or specific aspects of this invention, and therefore such adaptations should and are intended to be comprehended within the nent take up and holding means, and means directly acted on by the air acting between the source of compressed air and the take up and holding means adapted to actuate the latter on application of the brakes to take up all of the slack on each application.

2. In an automatic slack adjuster in combination, a source of compressed air, a piston actuated thereby, permanent take up and holding means, and means acted on by the air and actuated on excess travel of the piston during the application of the brakes adapted to actuate said holding means to take up all of the slack on each application.

3; In an automatic slack adjuster, in combination, a powerpiston, pernianent'take up and holding means, and means directly acted on by the air acting between the power piston and the take up and holding means adapted to actuate the latter on application of the brakes to take up all of the slack, said last means including a cylinder having a piston of slightly larger diameter than the power piston.

4. In an automatic slack adjuster, in comhination, a power cylinder, an auxiliary cylinder, pistons in said cylinders of different size, live and dead levers connected with said pistons respectively, and permanent take up and holding means directly acted on by the air associated with one of said levers adapted to be actuated on application of the power cylinder to take up all of the slack.

5. In an automatic slack adjuster, in combination, a power cylinder, an auxiliary cylinder, both having pistons, a by-pass connecting said cylinders adapted to transmit air from the'power cylinder to the auxiliary cylinder when excess travel of the power piston takes place, and slack'adjuster mechar nism directly acted on by the air adapted to be actuated on operation of said of said auxiliar'y cylinder to take up all of the slack.

6. In an automatic slack adjuster, in com bination, a power cylinder, an auxiliary cylt inder. pistons and rods in said cylinders. live and dead levers'connected with said piston rods respectively, take up and holding mechanism under the direct action of the air associated with one of said levers, and means whereby the auxiliary piston is moved to opcrate said take up and holding'mechanism when said power piston exceeds its predetermined travel. a

7. In an automatic slack adjuster, in combination, a power cylinder, an auxiliary cylinder, pistons and iston rods operatively associated therewith, ive and dead levers connected with said piston rods respectively, a by-pass connectin said cylinders, a guide rod parallel to said auxiliary piston rod, permanent and temporary take up and holding mechanism on said piston rod and guide rod respectively forming a point of connection between the said piston rod and dead lever,

- mechanism. on said piston rod and guide rod respectively forming a point of connection between said auxiliary piston rod and dead lever whereby as said auxiliary piston is actuated on excess travel of the main piston said temporary and permanent take u and holding mechanisms will be successive y actuated to take up the slack, and means for releasing the temporary and permanenttake up and holding mechanisms whereby the parts may be restored to normal position when it is desired to apply the new brake shoes.

9. In an automatic slack adjuster, in com- 7 bination. a power cylinder having a piston, an auxiliary cylinder and piston, a live lever connected to one, a dead lever connected to the other, a rod connecting the central parts of said levers, the connection of said rod with the dead lever being nearer to the center thereof than its connection with the other lever. and take up and holding means associated with one of said levers, operative on application of the brakes to take up all of the slack at each operation.

10. In "an automatic slack adjuster, in combination, a power cylinder, alive lever, a dead lever, an auxiliary cylinder. pistons in said cylinders connected withthe ends of said live and dead levers respectively, take up and holding means associated therewith and a rod acting between the central parts of said live and dead levers, the point of connection of said rod with the dead lever being nearer the center of the dead lever than the point of connection of said rod with the central part of the live lever. 11. In an automatic slack adjuster, in combination, a ower cylinder, and an auxiliary cylinder, a live lever connected withone, a dead lever connected with the other, and a rod comiect-ing the central parts of said levers,

take up and holding means associated therewith, the connection of said rod with the dead lever being nearer to the center than its connection with the other lever, pull rods connected with the outer ends of said live and dead levers and a guide and stop member supporting said ends.

12. In an automatic slack adjuster, in combination, a power cylinder, an auxiliary cylinder of different size, a live lever connected to one cylinder, a dead lever connected to the other, a rod connecting the central parts of said levers, take up and holding means associated therewith, the connection of said rod of the dead lever being nearer to the center than its connection with the other lever, and return springs for restoring both the live and dead levers to normal position.

13. In an automatic slack adjuster, in com bination, a power cylinder, an auxiliary cylinder, pistons therein, and live and dead levers connected respectively with said pistons, and one of said points of connection including a housing having slack adjuster mechanism contained therein.

14. In an automatic slack adjuster, in combination, a power cylinder, an auxiliary cylinder, pistons therein, and live and dead levers connected respectively with said pistons, and one of said points of connection including a housing having slack adjuster mechanism contained therein, said slack adjuster mechanism including permanent and temporary take up and holding means,

15. In an automatic slack adjuster, in combination, a power cylinder, an auxiliary cylinder, pistons therein, and live and dead levers connected respectively with said pistons, and one of said points of connection including a housing havin slack adjuster mechanisms contained therein, said slack adjuster mechanism including permanent and temporary take up and holding means, and means for releasing said holding means whereby the parts may be freely moved to any desired position.

16. In an automatic slack adjuster, in combination, a. power cylinder, an auxiliary cylinder, pistons therein, live and dead levers connected with said pistons, automatic slack adjuster mechanism associated with one of said pistons adjacent its point of connection with its respective lever, and a release spring acting on said piston adapted to aid in restorin the parts to normal position.

17. n an automatic slack adjuster, in combination, a power cylinder, an auxiliary cylinder, pistons therein, live and dead levers associated with said pistons, slack adjuster holding mechanism associated with one of said levers adapted to be actuated on excess travel of the power piston to take up all of the slack, and means actuated on any excess travel for preventing material excess travel of said power piston.

18. In an automatic slack adjuster, in combination, a power cylinder, an auxiliary cylinder, pistons therein, live and dead levers associated with said pistons, slack adjuster mechanism associated with one of said levers adapted to be actuated on excess travel of the power piston to take up all of the slack, and means :r'or limitingithe main piston to substantially its normal piston travel regardless of the slack to be taken up.

19. In an automatic slack adjuster, in combination, a power cylinder, an auxiliary cyl inder, a by-pass connecting said cylinders, pistons in said cylinders, live and dead levers connected with said pistons respectively whereby when said main piston exceeds its predetermined travel, the air in said cylinder will escape through said lay-pass to the aux iliary cylinder to actuate the other piston, said live and dead levers being so proportionately connected as to cause said power piston to again cover the port of the lay-pass whereby all of the slack in the brake rigging is taken up by actuation of the auxiliary piston.

20. In an automatic slack adjuster, in combinat-ion, a double end brake cylinder and brake rigging, a source of pressure applicalileat both ends, two pistons, and means associated with said pistons whereby a uniform stroke is automatically obtained while the brake is being applied to take up all of the slack.

21. In a slack adjuster, in combination, a two-part brake cylinder, a power piston and take up piston therein and brake rigging, a source of pressure, means whereby a substan tlally uniform stroke of the power piston is automatically obtained at all times, means adapted to take up all of the slack at each operation of said power piston, and means actuated by the other piston adapted to prevent a material excess travel of the power piston.

In testimony whereof I aflix my signature.

WILLIAM H. SAUVAGE. 

